Hydrocarbon-engine



(No Model.) 2 Sheets-Sheet 1.

W. F. QUINBY. HYDRO-CARBON ENGINE. No. 268,727; Patented Dec. 5. 1882.

N. PETERS. Molilhogmpher. Waningmn. o. c.

(No Model.) 2 Sheet-s-Sheet 2.1

w. F. QUINBY. HYDROGARBON ENGINE.

Patented Dec. 5. 1882.

WI TNESSES NVENT R:

UNITE STATES PATENT OFFICE.

\VATSON F. QUINBY, OF \VILMINGTON, DELANVARE.

- HYDROCARBON-ENGINE.

SPECIFICATION forming part of Letters Patent No. 268,727, dated December5,1882.

Application filed April 20, 1882. (No model.)

- hydrocarbon isvaporized into gas, mixed with air, and ignited in aclosed chamber, the object.

of my invention being to construct a simple and effective engine of thisclass.

In the accompanying drawings, Figure 1, Sheet 1, is a sectional diagramof my improved engine; Figs. 2a-nd .3, views on a larger scale of thevalve mechanism; Fig. 4, an enlarged view of the sliding cover-plate inthe head of the working-cylinder; Fig. 5, an enlarged view of part ofthe oil and air supply pipes; Fig. 6,

a diagram showing a modification of part of the invention; and Figs.7and 8, Sheet 2, views showing the method of making and applying the micalinings of the cylinders.

In Figs. 1 to 5, A represents a long cylindrical casing, whichisdividedby suitable transverse partitions into a working-cylinder, B,

two pump-cylinders, D D, and a pressure-geu-- eratin g chamber, F, thelatter communicating througha pipe, G, with inlet-chests a I) on thepump-cylinders and inlet-chests d and e on the working-cylinder, saidcylinders also having outlet-chestsa, I), d, and e, respectively,whichcommunicate with a discharge-pipe, G. The pump-cylinders have air-inletopeningsf and g and air-outlet chestsf and g, the latter coinmunicatingwith a pipe, H, which terminates in a pipe, J, in the. chamber F, saidpipe J surrounding the oil-supply pipe K, and being perforated for thenozzles h of said pipe, and provided with openings 2', adjacentto saidnozzles, for the escape of air. Oil flows to the pipe K from areservoir, M, which communicates at the upper end" through a pipe, j,with the pressure-chamber F, this reservoir containing a snugly-fittingpiston or float, 7a, of non-conducting material, which prevents thetransmission of heat to the hydrocarbon below, the pipej serving toequalize the pressure in the chamber F and reservoir M above the float,so as to permit the flow of oil to the nozzles h.

The ports of the various cylinders are controlled by valves m, actuateddirectly by the pistons n, all of which are connected to the samepiston-rod,p, the piston a of the workingcylinder B being attached by apivoted connection to the inner end of a rod, g, which passes through aslot in the head of the cylinder, and through a plate, 3, which closesthe slot, and is adapted to slide in guides on the cylinder-head toaccommodate the movement of the connecting rod. The valves m are worked,in pairs, so as to close a port atone end of a cylinder simultaneouslywith the opening of a-port at the opposite end. The rods connecting thepairs of inlet-valves are outside the casings of the cylinders; but therods connecting the outlet-valves are adapted to casings t in thecylinders, the pistons a being recessed at the required points foradaptation to these casings, and the operation of the valves beingefi'ected by the contact of the pistons with pins to, which project fromthe valverods through slots in the casings t or through the valve-ports.

It will be seen on reference to Fig. 1 that the pumps D D workalternately, so that a continuous supply of air is forced through thepipes H and J into the chamber F, where it combines with the hydrocarbonvapor from the nozzles h, the mixture of vapor and air being thenignited, so as to generate in the chamber F pressure for operating theengine and pumps. It will be understood that a suitably-covered openingismade in the casing of the chamber F, so as to permit the ignition ofthe oil when starting the engine. By generating pressure continuouslyand in a chamber separate from the cylinders regularity of working isinsured, and the cylinders and ports do not become choked with carbon,as when the gas and air are mixed and ignited directly in the cylinders.

I prefer to line the various cylinders of the engine with mica, which,in the case of the cylindersB,D, and D, may be fitted snugly thereto andsecured by any heat-resisting cement. In the chamber F the lining may bearranged, as shown in Fig. 8, so as to leave air-spaces between the sameand the casing'of the chamber.

- The edges of the sheets of mica W are p10- \"ided'with interlockingprojections, as shown in Fig. 7, so as to hold the sheets firmly intheir proper positions.

In the modification shown in Fi 6 two pressure-chambers are used, one ofthe pumps supplying air to one chamber and the other to the oppositechamber. In this case, although the generation of pressure in eachchamber is intermittent, I still avail myself of the other advantagesofseparatingthegenerating-chamher from the Working-cylinders.

I claim as my invention- 1. The combination of the working-cylinder, thepressure-generating chamber,and the two pnmpsD D, working alternately,as specified.

2. The combination of the cylinders and their ports, the connectedvalves, the internal casings, t, and the pistons adapted to actuatethe'valves, and recessed for adaptation to the casings, as set forth.

3. The combination of a gas-engine cylinder with a lining composed ofsheets of mica having their edges interlocked, as set forth.

4. The combination of the generating-chamber F, the oil-pipe K, thereservoir with its piston 7c, and the pressure-equalizing pipe j, as setforth.

In testimony whereofl have signed my name to this specification in thepresence of two subscribing witnes es.

WATSON F. QUINBY.

Witnesses; 1 V V V V, c or HARRY DRURY, HARRY SMITH.

